9 impact oF cultural heritage

9.1 Introduction

9.1.1 The Bonded Vehicular Bridge and Associated Roads are proposed to be constructed between the Hong Kong International Airport (HKIA) and HKBCF. The seabed of Bonded Vehicular Bridge will be impacted by the construction of the bridge, thus, assessment on the impact of cultural heritage is conducted in accordance with the requirements in Section 2 of Annexes 10 and 19 of the Technical Memorandum on Environmental Impact Assessment Ordinance (EIAO-TM) and the requirements in Clause 3.4.9 and Appendix G of the EIA Study Brief (No. ESB-302/2017).

9.2 Environmental Legislations, Standards and Guidelines

9.2.1 The legislation, standards and guidelines relevant to the consideration of marine archaeology under this study include the following:

· Antiquities and Monuments Ordinance (A&MO) (Cap.53);

· Environmental Impact Assessment Ordinance (EIAO) (Cap.499) and Technical Memorandum (EIAO-TM);

· Guidelines for Cultural Heritage Impact Assessment (GCHIA);

· Guidelines for Marine Archaeological Investigation (GMAI);

· Hong Kong Planning Standards and Guidelines (HKPSG).

Antiquities and Monuments Ordinance (A&MO) (Cap.53)

9.2.2 The Ordinance provides the statutory framework for the protection of Declared Monuments and preservation of objects of historical, archaeological and paleontological interest. The Ordinance contains the statutory procedures for the Declaration of Monuments. Under the Ordinance, a “monument” means a place, building, site or structure which is declared to be a monument, historical building or archaeological or paleontological site.

Environmental Impact Assessment Ordinance (EIAO) (Cap.499) and Technical Memorandum (EIAO-TM)

9.2.3 The EIAO stipulates that consideration must be given to issues associated with built heritage and archaeology as part of the EIA process. Schedule 1 Interpretation of the EIAO defines “Sites of Cultural Heritage” as “an antiquity or monument, whether being a place, building, site or structure or a relic, as defined in the A&MO and any place, building, site, or structure or a relic identified by the Antiquities and Monuments Office (AMO) to be of archaeological, historical or paleontological significance”.

Guidelines for Cultural Heritage Impact Assessment (GCHIA)

9.2.4 The Guidelines outline the technical requirements for conducting cultural heritage impact assessment. The guidelines put preservation in totality as the first priority. Mitigation measures should be proposed in cases with identified impacts and if this is not feasible due to site constraints or other factors, full justification must be provided.

Guidelines for Marine Archaeological Investigation (GMAI)

9.2.5 The Guidelines outline the technical requirements for conducting marine archaeological investigation including baseline review, geophysical survey, establishing archaeological potential and remote operated vehicle (ROV) / visual diver survey / watching brief if significant marine archaeological remain is identified. Marine archaeological potential to be established through baseline review and geophysical survey. Should any area of archaeological interest be identified that may be impacted by the Project, they may be inspected by ROV or visual diver survey to record all seabed features of archaeological interest. Mitigation measures should be proposed in cases with identified impacts and if this is not feasible due to site constraints or other factors, full justification must be provided.

Hong Kong Planning Standards and Guidelines (HKPSG)

9.2.6 Chapter 10 of HKPSG covers planning considerations relevant to conservation. It also details the principles of conservation, the conservation of natural landscape and habitats, historic buildings and sites of archaeological interest, and addresses the issue of enforcement. The HKPSG appendices list the legislation and administrative controls for conservation, other conservation related measures in Hong Kong, and Government departments involved in conservation.

9.3 Assessment Methodology

9.3.1 A marine archaeological review was conducted to assess the potential existence of marine archaeological remains within the Project area. The following information has been considered and reviewed in this EIA:

· Relevant previous EIA and MAI study reports;

· Marine charts and archives kept in the Geotechnical Engineering Office (GEO) and Marine Department of Hong Kong, Hydrographic Office, Royal Naval Hydrographic Office, and Royal Naval Hydrographic Department in the UK;

· Marine archaeological reports kept in the Reference Library of the Hong Kong Heritage Discovery Centre;

· Publications on local historical, archaeological studies, such as Journals of the Royal Asiatic Society (Hong Kong Branch), Journals of the Hong Kong Archaeological Society, AMO Monograph Series;

· Relevant information from AMO’s website;

· Historical documents in the Public Records Office and the Hong Kong Museum of History; and

· Old and recent maps, marine charts and aerial photos searched in the Map and Aerial Photo Library of the Lands Department.

9.3.2 In the case that potential adverse impact on marine archaeological interest are identified, the additional specific requirement in form of geophysical survey, ROV or visual diver survey and watching brief during construction of the bridge should be considered.

9.4 Baseline Conditions

Archaeological Background of Hong Kong International Airport (HKIA) Island

9.4.1 The HKIA was built at former Chek Lap Kok Island and it is a reclaimed land. Terrestrial archaeological investigations and rescue excavations were therefore conducted prior to the airport development in 1989. Archaeological investigations carried out in Chek Lap Kok Island were recorded in 1923, 1925, 1931, and 1933 by Walter Schofield. In the 1950s, members of the University Archaeological Team discovered Neolithic period stone and pottery artefacts on the island. In 1979, the Hong Kong Archaeological Society began studies on the archaeological sites on the island, discovered cultural deposit from Neolithic, Tang and Song periods[1].

9.4.2 The Hong Kong Archaeological Society conducted an archaeological rescue excavation in four major sites between September 1990 and July 1991 due to the decision to build Hong Kong’s new airport on Chek Lap Kok in 1989. The four major sites are Fu Tei Wan (Middle Neolithic period materials), Ha Law Wan (Yuan period kiln complex), Kwo Lo Wan (Middle Neolithic and Bronze Age materials), and Sham Wan Tsuen (Tang Period lime kiln, Late Neolithic and Han materials)[2]. Almost every period’s archaeological materials were identified, only Ming and early Qing’s cultural layers were absent.

9.4.3 The kilns discovered at Ha Law Wan was preserved in Ancient Kilns Park of the HKIA, while the Tang Period lime kiln discovered in Fu Tei Wan was relocated to Tung Chung in 1991.

Maritime Activities in Tung Chung Water

9.4.4 As recorded by the 1819 version of Xinan Gazetteer (新安縣誌), Tung Chung was one of the salt pans involved in the battle between the locals of Lantau Island and the government over the issue on illegal salting trading activities in 1197. Almost all of the residents of Lantau Island were killed by the government in 1197. After this event, 300 naval forces were garrisoned at the island [3],[4].

9.4.5 The area of Tung Chung was associated with different pirate battles in the past. The Nine- day Battle was taken place in Tung Chung bay in November of 1809. Cheung Po Tsai surrendered to the Qing Government in 1810. It is recorded that at the time of surrender, Cheung Po Tsai had over 270 junks, 16,000 men, 5,000 women, 7,000 swords, and 1,200 guns[5]. In order to prevent the threat of pirate activities, two Tung Chung Small Batteries and Tung Chung Fort were built in 1817 and 1832 respectively. It reflected the large scale of pirate activities during the 1800s in Tung Chung[6].

9.4.6 At the same time, the Northern Lantau Channel was used by foreign merchants since the 16^th century. The channel was an anchorage area since this period and was systematically recorded by a map in 1856 (Figure 9.1). The Portuguese merchant Jorge Aĺvares landed on Lantau Island in August 1513 and later on the Portuguese set up trading points in Lantau Island between 1513 and 1522. It was recorded that a sea battle between Chinese navy and Portuguese fleets was fought in the water between Lantau Island and Tuen Mun in 1521. The Chinese navy destroyed Portuguese fort at the same year. After the Second Opium War in 1858, the western countries gained the navigation right of China and Hong Kong waters. Frequent maritime trading business were recorded at the channel of northern Lantau[7].

9.4.7 In Second Opium War, British warships attached Imperial Chinese navy in 1858 at the water channel between Chek Lak Kok Island and Tung Chung[8] . A broken cannon and a cannon ball manufactured around 1808 were discovered on the seabed of Tung Chung and Chek Lap Kok during the construction of the HKIA in 1993[9]. It indicated that the seabed of Tung Chung may contain archeological potential, especially those related to the marine battles after 1808.

Archaeological Potential within the Project Area

9.4.8 Referring to the archaeological background and the past maritime activities of North Lantau Island, frequent past human activities were recorded. Hence, North Lantau Island has rich archaeological resources. No terrestrial archaeological potential is identified on reclaimed lands of HKIA and HKBCF Island within the Project boundary.

9.5 Previous Marine Archaeological Survey Results

9.5.1 Three Marine Archaeological Investigation (MAI) studies were conducted in accordance with the Guidelines for Marine Archaeological Investigation (GMAI) within/ in the vicinity of the Project boundary of this Project in 2004 and 2008.

9.5.2 The MAI was conducted[10] for the project of Hong Kong-Zhuhai-Macao Bridge: Hong Kong Section and North Lantau Highway Connection[11] in 2004 (MAI 2004). MAI 2004 was conducted by a marine seismic profiler and a dual side scan sonar. Three vessels of various drafts were used for surveys in deeper waters, shallow waters and very shallow waters.

9.5.3 MAI 2004 was aimed to map the seabed and underlying significant geological horizons and to record seabed features such as ship wrecks and rock outcrops. The marine geophysical survey area of this MAI is shown in Figure 9.2. Twenty four (24) surface anomalies (targets) were identified on the seabed that are to be examined using the circular search method along the routes 2A, 2A+, SRb, and TH. Among the twenty four (24) targets, five (5) targets identified in route TH were in the vicinity of the current Project area. The details of the five (5) identified targets are listed in Table 9.1 below:

Table 9.1 Details of the Identified Objects Recorded from MAI 2004[12]

Object Number	Easting Northing Coordinate	Depth (m)	Description
TH-1	811823.09E 818000N	1-3	Block
TH-2	813182.27E 818708.49N	2-3	Debris
TH-3	813196.74E 818735.32N	2-3	Debris
TH-4	815007.41E 818193.21N	1-2	Unknown Object
TH-5	815006.99E 818202.21N	1-2	Debris

9.5.4 The second MAI was conducted in 2008 for Hong Kong-Zhuhai-Macao Bridge and Connection with North Lantau Highway (MAI 2008 HZMB-NLH)[13]. Side scan sonar and multi-beam sonar were deployed for marine seismic profiling in order to identify objects at or above the seabed such as rock outcrops, dumped materials and other artefacts. The geophysical survey area (investigation area) of this MAI within and in the vicinity of the current Project area is shown in Figure 9.2. Referring to Section 12.6.60 and Image 24 of the HZMB-NLH EIA Report[14], an area of approximately 750m × 750m was not recorded in the vicinity of aeronautical lights and landfall of the Hutchison cable on the eastern shore of Chek Lap Kok Island.

9.5.5 Later, a visual diver survey was conducted[15], a total number of twenty-six (26) objects were identified. Among the twenty-six (26) objects, object numbers 23, 24, 25, and 26 were identified in the vicinity of the current Project area and located at the southwest waters of the Project area (Figure 9.2). The details of the four (4) identified object are listed in Table 9.2 below.

Table 9.2 Details of the Identified Objects from MAI 2008 HZMB-NLH[16]

Object Number	Easting Northing Coordinate	Depth (m)	Description
23	811642.8E 817896.0N	1-2	Large triton shell.
24	811906.3E 817824.1N	2	Concentration of modern brick, stone and fishing line.
25	811823.2E 818000.5N	1-2	1 × 2.5 × 1m high steel “box” or basin.
26	811899.8E 818366.0N	0-1	4 × 2 × 1m high bedrock (granite) outcrop. Square ferrous frame nearby.

9.5.6 The results of this MAI were presented in the approved Hong Kong-Zhuhai-Macao Bridge and Connection with North Lantau Highway Environmental Impact Assessment Report (Register No.: AEIAR-144/2009) (HZMB-NLH EIA Report) in 2009. According to the Section 12.6.73 of the approved HZMB-NLH EIA Report[17], the above four identified objects have no or minimal cultural significance.

9.5.7 The third MAI was conducted in 2008 for Hong Kong – Zhuhai – Macao Bridge Hong Kong Boundary Crossing Facilities – Investigation (MAI 2008 HZMB-BCF) in the form of geophysical survey including multi-beam echo sounding, seismic, side scan sonar and magnetic surveys. Three objects, namely SC006, SC010, and SC011, were identified on the seabed from the side scan sonar survey within / in the vicinity of the current Project area[18] (Figure 9.2). A diver survey was subsequently conducted to further retrieve the information of the three identified objects, three identified objects were successfully located and identified during the diver survey. The details of the identified objects are presented in Table 9.3 below:

Table 9.3 Details of the Identified Objects by MAI 2008 HZMB-BCF within the 500m boundary of this Project[19]

Object Number	Easting Northing Coordinate	Dimension	Identification
SC006	812594.0E 819664.9N	1.7 × 1.3 × *nmh	Modern metal pole
SC010	813205.2E 820466.6N	1.4 × 0.8 × 0.4	Modern concrete block
SC011	812981.7E 820406.6N	1.4 × 2.0 × 0.3	Modern building debris

*Note: nmh = no measurable height

9.5.8 As shown in Figure 9.3, SC006 is a metal pole, SC010 is a concrete block with marine growth, and SC011 is a combination of canvas strap and building debris. All of these three (3) objects were identified as modern debris with no marine archaeological significance.

9.6 Review of the Past Marine Archaeological Investigations

MAI Methodology of the Three (3) MAIs[20] [21] [22]

9.6.1 The past three MAIs were conducted within the Project area and/or in the vicinity of the waters of the current Project area including one MAI in 2004 and two MAIs in 2008. According to the MAI 2004 report, its methodology included tasks 1 to 3 of GMAI, which were (1) a desktop review, (2) a geophysical survey with the use of seismic, side scan sonar and an echo sounder, and (3) the comparison of the results from tasks 1 and 2 for assessing the baseline marine archaeological potential. No diver survey was conducted in this MAI 2004, but it formulated the diver survey strategy for further investigation.

9.6.2 According to the MAI 2008 HZMB-NLH and MAI 2008 HZMB-BCF, both MAIs included tasks 1 to 3 of the GMAI. An additional task 4, the diver surveys, was also conducted.

9.6.3 According to the findings of tasks 1 to 3 in the MAI 2004 and task 4 (diver surveys) in the MAI 2008 HZMB-NLH and MAI 2008 HZMB-BCF, no potential archaeological material was identified and no further evaluation is required.

Bathymetry at the East of Chek Lap Kok Island[23] [24]

9.6.4 The two MAIs conducted in 2008 suggested that the bathymetry of the east of Chek Lap Kok Island, which is within/in the vicinity of the Project area. The bathymetric data was collected by the swath system during the MAI 2008 HZMB-BCF, and it concluded that the general water depth ranged from -2mPD to -11mPD within the survey area. While the MAI 2008 HZMB-NLH revealed that the water depth in the vicinity of the current Project area varied from -1.0mPD to -9.7mPD. The water depth at the eastern part of Chek Lap Kok Island close to the north coast is -2.1mPD. While the water depth close to the eastern shore of Chek Lap Kok Island is -1.0mPD. The water depth at the berths of Chek Lap Kok Ferry had been increased to -6 to -7mPD by former dredging activity.

Interpretation of Marine Stratigraphy

9.6.5 Based on the seismic records from the three MAIs conducted in 2004 and 2008, four marine strata of the seabed were recorded within the Project area as presented at Table 9.4 below.

Interpretation of the Surface of the Seabed[25] [26]

9.6.6 The marine deposit (marine stratigraphy, L1) was identified in the seabed of the Project area comprising mainly fine sediment of sandy clay and silt. Scars from cables, trawl marks, anchor scars and scattered debris were recorded on seabed. Existing CLP cables and Hutchison cable were also identified on the seabed in the vicinity of the Project area.

Table 9.4 Marine Stratigraphy of the Project Area[27] [28] [29]

Strata Sequence	Strata	Formation and Age	Geological Event
L1	Marine Deposit (mainly fine sediments of sandy clay and silt)	Hang Hau Formation (Holocence)	The base of these deposits occurred during the last ice age of Late Pleistocene.
L2	Alluvium (mainly coarse sediments with gravels)	Chek Lap Kok Formation. (Middle to Late Pleistocene)	Up to four ice ages occurred during the Pleistocene.
L3	Bed Rock / Decomposed Rock	The top of rock on some state of decomposition	N/A
L4	Grade III Rock	N/A	N/A

Compare and Review of the Results of the Three MAIs

9.6.7 The three MAIs were conducted between 2004 and 2008 within and/or in the vicinity of the Project area (Figure 9.2). The MAI in 2004 was conducted at the east and south of the Project area, while the MAIs in 2008 were conducted within the Project area and in its vicinity. The MAI 2008 HZMB-NLH was conducted along the eastern shore of Chek Lap Kok Island and within the Project boundary of this Project and in its vicinity. The nearest sonar contacts (object nos. 23-26) were found over 500m at the south of the Project area. As discussed in Section 9.5.4, an area of approximately 750m × 750m in the close vicinity to the south of the Project area was not covered.

9.6.8 This uncovered area was subsequently surveyed by the MAI 2008 HZMB-BCF. Sonar contacts SC006, SC010, and SC011 were identified within / in the vicinity of Project area and further confirmed as non-cultural heritage materials by diver survey.

9.6.9 Thus, in view of the three MAIs undertaken in 2004 and 2008, the Project area had been fully covered by the MAIs, and the data from the three MAIs are considered sufficient for the assessment of the marine archaeological potential of the Project area. To sum up, according to the review of previous MAIs, there is no cultural heritage material identified at the seabed of the Project area.

9.7 Impact Assessment

9.7.1 The three aforesaid MAIs covered the whole Project area and its vicinity of this proposed Project (Figure 9.2). With reference to the three previous MAIs conducted in 2004 and 2008, a total number of twelve (12) objects were identified by side scan sonar, multi-beam sonar for marine seismic profiling and magnetic surveys within / in the vicinity of the Project area. The MAI 2004 suggested that the five (5) objects namely TH-1 to TH 5, were either block, unknown object or debris. Diver surveys were conducted subsequently and confirmed the seven (7) objects, namely SC006, SC010, SC011 in MAI 2008 HZMB-BCF and object No.23, No.24, No.25 and No.26 in MAI 2008 HZMB-NLH identified in both 2008 MAIs, are modern debris which contain no archaeological significance.

9.7.2 Referring to the results of previous three MAIs, the seabed of Project area has been fully covered by marine geophysical surveys and diver surveys. No cultural heritage resource was identified from the three MAIs. Thus, there are no potential existence of cultural heritage site or object is situated within or in the vicinity of Project area.

9.7.3 In accordance with the conclusion in the approved HZMB-BCF-EIA Report and HZMB-NLH EIA Report, there are no marine archaeological potential within the Project boundary of this Project. The need for further investigation is not required.

9.7.4 Also, no terrestrial archaeological potential and built heritage resource are identified within the Project boundary of the HKBCF Island. Thus, no cultural heritage impact is anticipated.

9.8 Mitigation Measures

9.8.1 There are no cultural heritage resource of marine archaeological, terrestrial archaeology and built heritage within the Project boundary of this Project, thus, no mitigation measures are required.

9.9 Environmental Monitoring and Audit

9.9.1 Since no impact on cultural heritage resource is anticipated, no environmental monitoring and audit is required.

9.10 Conclusion

9.10.1 No terrestrial archaeological potential and built heritage resource are identified on the reclaimed lands of HKIA and HKBCF Island within the Project boundary.

9.10.2 The Project area of this proposed Project and its vicinity are covered by three previous MAIs conducted in 2004 and 2008. With reference to these previous marine geophysical surveys and diver surveys, a total number of twelve (12) objects were identified by side scan sonar, multi-beam sonar for marine seismic profiling and magnetic surveys within / in the vicinity of the Project area. The MAI 2004 suggested that the four (4) objects namely TH-1, TH-2, TH-3 and TH-5 are block or debris, while another one (1) object namely TH-4 is an unknown object. For MAIs conducted in 2008, diver surveys were conducted, seven (7) objects, namely No.23, No.24, No.25, No.26, SC006, SC010, and SC011 were identified and subsequently confirmed as modern debris which contain no archaeological significance. It is concluded that the seabed of the Project area has no marine archaeological potential, therefore further MAI is not required.

[1] Meacham W. 1994 Archaeological Discovery at Chek Lap Kok. Hong Kong: The Hong Kong Archaeological Society.

[2] Meacham W. 1994 Archaeological Investigations on Chek Lap Kok Island. Hong Kong: The Hong Kong Archaeological Society.

[3] Murray D.H. 1987 Pirates of the South China Coast 1790-1810. Stanford University Press.

[4] 張一兵1997 《深圳古代簡史》，北京：文物出版社。

[5] Cortesão, A. 1944 The Suma Oriental of Tomé Pires and the Book of Francisco Rodrigues. London: Hakluyt Society.

[6] 蕭國健 1997 《關城與炮台》，香港市政局。

[7] 劉蜀永 2009 《香港簡明史》，三聯書店香港有限公司。

[8] 香港歷史博物館 2009 《我武維揚──近代中國海軍史新論》，香港歷史博物館。

[9] Meacham William. 1994 Archaeological Investigations on Chek Lap Kok Island. Hong Kong: The Hong Kong Archaeological Society.

[10] Archaeo-Environments Ltd 2006. Report of the Marine Archaeological Investigation: Task 3 Assessment of Archaeological Potential for Hong Kong-Zhuhai-Macau Bridge: Hong Kong Section and North Lantau Highway Connection (ESB-110/2003).

[11] EGS (Asia) Limited 2004. Hong Kong Section of the Hong Kong-Zhuhai-Macau Bridge and Connection with the North Lantau Highway: Marine Geophysical and Hydrographic Surveys – Final Report. Prepared for the Geotechnical Engineering Office.

[12] Archaeo-Environments Ltd 2006. Op. cit.

[13] EGS (Asia) Limited Engineering Geophysical Co. Ltd. 2009. Tuen Mun – Chek Lap Kok Link – Investigation, Proposed Marine Geophysical Survey. Prepared for the Geotechnical Engineering Office.

[14] Ove Arup & Partners Hong Kong Ltd. 2009. Hong Kong Section of the Hong Kong-Zhuhai-Macao Bridge and Connection with North Lantau Highway (HZMB-NLH). EIA Report (Register No.: AEIAR144/2009) – Chapter 12.

[15] Ditto.

[16] Ditto.

[17] Ditto.

[18] Ove Arup & Partners Hong Kong Ltd. 2009. Hong Kong - Zhuhai - Macao Bridge Hong Kong Boundary Crossing Facilities (HZMB-BCF) EIA Report – Chapter 12.

[19] Ditto.

[20] Archaeo-Environments Ltd 2006. Report of the Marine Archaeological Investigation: Task 3 Assessment of Archaeological Potential for Hong Kong-Zhuhai-Macau Bridge: Hong Kong Section and North Lantau Highway Connection (ESB-110/2003).

[21] Ove Arup & Partners Hong Kong Ltd. 2009. HZMB-NLH EIA Report – Chapter 12.

[22] Ove Arup & Partners Hong Kong Ltd. 2009. HZMB-BCF EIA Report

[23] Ove Arup & Partners Hong Kong Ltd. 2009. HZMB-NLH EIA Report – Chapter 12.

[24] Ove Arup & Partners Hong Kong Ltd. 2009. HZMB-BCF EIA Report – Chapter 12.

[25] Ove Arup & Partners Hong Kong Ltd. 2009. HZMB-NLH EIA Report – Chapter 12.

[26] Ove Arup & Partners Hong Kong Ltd. 2009. HZMB-BCF EIA Report – Chapter 12.

[27] Ove Arup & Partners Hong Kong Ltd. 2009. HZMB-NLH EIA Report – Chapter 12.

[28] EGS (Asia) Limited Engineering Geophysical Co. Ltd. 2009. Tuen Mun – Chek Lap Kok Link – Investigation, Proposed Marine Geophysical Survey. Prepared for the Geotechnical Engineering Office.

[29] Fyfe, J.A. and others 2000. The Quaternary Geology of Hong Kong, Civil Engineering Department, HK SAR Government.